WO2002077495A2 - Systeme de transmission - Google Patents

Systeme de transmission Download PDF

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Publication number
WO2002077495A2
WO2002077495A2 PCT/EP2002/003141 EP0203141W WO02077495A2 WO 2002077495 A2 WO2002077495 A2 WO 2002077495A2 EP 0203141 W EP0203141 W EP 0203141W WO 02077495 A2 WO02077495 A2 WO 02077495A2
Authority
WO
WIPO (PCT)
Prior art keywords
group
split
transmission
countershaft
gears
Prior art date
Application number
PCT/EP2002/003141
Other languages
German (de)
English (en)
Other versions
WO2002077495A3 (fr
Inventor
Friedrich J. Ehrlinger
Original Assignee
Zf Friedrichshafen Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2002077495A2 publication Critical patent/WO2002077495A2/fr
Publication of WO2002077495A3 publication Critical patent/WO2002077495A3/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H3/097—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts the input and output shafts being aligned on the same axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
    • F16H37/043—Combinations of toothed gearings only change gear transmissions in group arrangement without gears having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0933—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts with coaxial countershafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements

Definitions

  • the invention relates to a transmission, in particular to a transmission in a multi-group construction according to the preamble of claim 1, and to a method for shifting the transmission.
  • manually shifted 6-speed transmissions are usually used in a single-group design.
  • These essentially comprise a drive shaft, next to which a main shaft is arranged coaxially, which is simultaneously connected to the output.
  • a countershaft is arranged parallel to the main shaft, which is driven from the drive shaft via a constant gear pair at a constant speed.
  • the individual gear wheels of the gear wheel pairs are arranged on the main and countershaft.
  • Such gears have u. a. high shifting forces due to the length of the shafts and the total weight of the transmission. Additional synchronizations in the transmission further increase the number of components and the total weight. In addition, with long shafts there is strong shaft deflection and associated wear on the gearbox.
  • Gearboxes in multi-group design are often used for commercial vehicles, particularly in gearboxes with more than eight gears. Due to the disadvantages already mentioned, the number of gearwheel pairs cannot be expanded at will. For multi-group gearboxes this problem is solved by dividing the transmission into a main transmission and additional individual transmissions. Furthermore, by combining a main transmission, the main group, with further individual transmissions, conventional transmission types manufactured in large numbers, such as the ⁇ -speed transmission described, can be further adapted to the requirements of commercial vehicles.
  • split transmission a so-called split group, which serves to compress the gear sequence of the main transmission.
  • the number of gears in the main group is multiplied by the number of gear steps in the split group.
  • a split group has two pairs of gear wheels, which means that the main group can be provided with two different drive or output constants for transmitting the speed to the output shaft, depending on whether the split group is upstream or downstream of the main group.
  • the invention has for its object to provide a transmission in a multi-group design, which has few components, a low rotational mass and low shifting forces, which has a low weight and short dimensions and is inexpensive to manufacture. Furthermore, a shifting method is to be specified which simplifies the shifting process.
  • connection of the main group and the split group by a single continuous shaft on a transmission in a multi-group construction, on which the first gearwheels of the gearwheel pairs of the main group and the gearwheel pairs of the split group as well as the switching elements are arranged, the second gearwheels of the gearwheel pairs the main group on the countershaft and the gear pairs of the split group are arranged in a rotationally fixed manner on a split countershaft which is separate from the countershaft.
  • the split countershaft is designed as a hollow shaft which is arranged on the countershaft of the main group. Due to this construction, the revolutions of the two countershafts remain independent of each other and The shafts can be adjusted without the need for additional bearing devices for the split countershaft.
  • a 3x2 group design is preferably selected in which the transmission has a main group with three gears and one reverse gear and a split group with two gears, so that a total of 6 forward gears are available.
  • one gear set is therefore less necessary, which also reduces the number of sliding sleeves required. This reduces the switching forces and the length of the shafts can be shortened further.
  • the moment of inertia in the transmission of the revolutions to the individual shafts can be further reduced by subordinating the split group to the main group of the transmission.
  • the deflection of the waves is reduced by such a structure.
  • the switching process between the individual gears of the transmission is preferably initiated according to the invention by a first step, in which the split group is opened and assumes a neutral position during the switching of the gear wheel pairs.
  • the split group can be switched by either a pneumatic or an electromotive actuator.
  • By decoupling the split group the synchronous mass is reduced when switching to the short, continuous connecting shaft.
  • the switching and synchronization of the split group is preferably controlled by an electronic control integrated in the transmission, the logic associated with the control being able to be integrated into motor electronics. This means that you do not need your own transmission electronics.
  • a sensor system can be provided for the individual gears, which controls the automatic switching of the split group and triggers the motor synchronization of the split group.
  • sensors can also be used to network the drive train, e.g. B. perform a condition monitoring if desired.
  • the selection of the gear of the split group can be monitored electronically, so that a selector switch for the split group is not required.
  • a selector switch can be provided as an additional option for the gear shift.
  • the coupling process is only required for starting. It is not necessary to actuate it when shifting while driving, but it does not interfere with the processes either.
  • a switching element is provided in the split group, by means of which the rotation of the countershaft of the main group is transmitted to the output shaft via the split countershaft.
  • the split countershaft can be connected in a rotationally fixed manner to the countershaft, as a result of which a seventh gear is available to the transmission.
  • a transmission according to the present invention has a lighter and shorter construction, leads to lower shifting forces and, due to a reduced number of components, at lower costs. Due to the advantageous arrangement of the shafts, a compact construction can be realized, whereby a small, robust gear is achieved.
  • the invention is illustrated using the example of a multi-group transmission with a split group. However, it is also possible to use the essential features in a multi-group transmission with a range group, as a result of which an expansion of the gear stages can be achieved instead of a subdivision of the gear stages.
  • FIG. 1 shows a diagram of a multi-group transmission with a split group according to the present invention
  • FIG. 2 shows a diagram of a transmission according to the invention with an additional seventh gear
  • Fig. 3 is a circuit diagram for a transmission according to the present invention:
  • Fig. 1 shows a transmission in a multi-group design according to the present invention, which has a main group 2 with three gear pairs and a split group 3 with two gear pairs in 3x2 construction.
  • a continuous shaft 4 is mounted coaxially between an input shaft 6 and an output shaft 8.
  • the drive shaft 6 is connected to a countershaft 10 for the main group via a constant gear pair 3-1 and 3-2, which also serves as third gear.
  • On the countershaft 10 is one
  • Split countershaft 12 rotatably supported in the form of a hollow shaft.
  • the gearwheels of the individual gearwheel pairs are divided into the different shafts as follows: on the continuous shaft 4, the first gearwheels 1-1, 2-1 and R-1 of the main group for the first, the second and the reverse gear and the first gearwheel L1 of the "low” gear of the split group loosely arranged.
  • the first gear 3-1 of the third gear is provided in a rotationally fixed manner on the drive shaft 6 at the end which borders on the continuous shaft 4.
  • the first gear H1 of the "high” gear of the split group is at the end of the output shaft 8, that of the continuous one Shaft 4 borders, rotatably attached.
  • the second gears 1-2, 2-2, 3-2 and R-2 of the respective gears of the main group are on the countershaft 10 and the second gears L-2 and H-2 of the gears of the split group are each non-rotatable on the split countershaft 12 arranged.
  • the through shaft has 4 shift parts 14, 16 and 18 of claw shifts, which are each arranged between two gear wheels of the respective gears. No further components are provided on the continuous shaft 4.
  • FIG. 2 shows a circuit diagram 20 for a transmission according to the present invention.
  • the individual gears are divided into two shift gates 22 and 24 according to an H circuit.
  • the individual positions are each occupied with two gears.
  • the two gears of a shift position can be differentiated by selecting the high or low position in the split group.
  • the split group can be switched, for example, by a rocker arm with two setting options, one for the high position and one for the low position, which can be provided on a shift lever of the gear shift.
  • the engine For switching from one gear to another, e.g. B. from fifth gear to fourth gear, the engine is first relieved. This is done by switching off the low gear of the split group in a first step by decoupling the switching part 18 from the gearwheel L1. The gear of the main group is then switched off by decoupling the switching part 14 from the gear 3-1, so that the drive train is completely interrupted and the transmission assumes a neutral position. Then the through shaft synchronized by the claw circuit. A logic integrated in the engine electronics recognizes the appropriate new gear, so that the engine speed can be adjusted to the synchronous speed. Ultimately, fourth gear is engaged by first
  • Switching part 14 engages in the gear 2-1 and thereby drives the through shaft 4 and then engages the switching part 28 in the gear H-1 of the split group, whereby the rotation is transmitted to the output shaft 8 and full load is again applied to the drive train.
  • the split group 4 basically gives two options for transmitting the rotation of the through shaft 4 driven by the drive shaft 6 and the countershaft 10 to the output shaft 8.
  • the switching part 18 can engage in the gearwheel H1 and thus connect the continuous shaft 4 directly to the output shaft 8, the gearwheel L-1 on the continuous shaft 4 and the split countershaft 12, which is designed as a hollow shaft, turning loosely on the countershaft 10 .
  • the switching part 18 can engage in the gear wheel L-1, whereby the rotation of the through shaft 4 is transmitted to the hollow shaft 12 and is reduced according to the selected size of the gear wheels L-1 and L-2.
  • the gear H-2 on the hollow shaft transmits this new speed via the gear H 1 to the output shaft 8, it being possible to further reduce the speed by selecting the gear sizes appropriately for the gear H 1 and H-2.
  • the main group is provided with two different output constants, whereby the gears of the main group can be divided.
  • 3 shows a further embodiment of a transmission of the present invention with an additional seventh gear.
  • an additional switching element 30 is provided in the split group 3, by means of which the split countershaft 12 can be connected in a rotationally fixed manner to the countershaft 10.
  • the rotation of the drive shaft 6, which is transmitted to the countershaft 10 by the constant gear pair 3-1 and 3-2 can be transmitted to the output shaft 8 via the gearwheel pair H1 and H-2.
  • the gear L-1 connected by the gear L-2 rotates loosely on the continuous shaft 4.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

La présente invention concerne un système de transmission à 6 rapports se présentant sous la forme d'un ensemble à groupes multiples comprenant un groupe principal et un groupe fractionné disposé en aval. Une connexion entre le groupe principal et le groupe fractionné est matérialisée par un arbre continu unique, un arbre de renvoi fractionné, séparé d'un arbre de renvoi du groupe principal, étant associé aux roues d'engrenage du groupe fractionné. L'arbre de renvoi fractionné se présente sous la forme d'un arbre creux qui est disposé sur l'arbre de renvoi du groupe principal. Selon un procédé permettant le passage des rapports individuels, une première étape correspond à l'ouverture du groupe fractionné qui est commandé par un dispositif de commande électronique intégré au système de transmission.
PCT/EP2002/003141 2001-03-27 2002-03-21 Systeme de transmission WO2002077495A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2001115127 DE10115127B4 (de) 2001-03-27 2001-03-27 Getriebe
DE10115127.6 2001-03-27

Publications (2)

Publication Number Publication Date
WO2002077495A2 true WO2002077495A2 (fr) 2002-10-03
WO2002077495A3 WO2002077495A3 (fr) 2004-08-26

Family

ID=7679279

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2002/003141 WO2002077495A2 (fr) 2001-03-27 2002-03-21 Systeme de transmission

Country Status (2)

Country Link
DE (1) DE10115127B4 (fr)
WO (1) WO2002077495A2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101627229B (zh) * 2007-03-06 2013-03-06 Zf腓德烈斯哈芬股份公司 自动的组合式变速器

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0282726A2 (fr) * 1987-03-19 1988-09-21 Eaton Corporation Transmission mécanique et sa méthode de commande
EP0612642A1 (fr) * 1993-02-25 1994-08-31 ZF FRIEDRICHSHAFEN Aktiengesellschaft Procédé et dispositif de changement de rapport pour boîte de vitesses mécanique comprenant une boîte principale et au moins une boîte auxiliaire
EP0628749A1 (fr) * 1993-05-20 1994-12-14 Eaton Corporation Transmission composée
US5394763A (en) * 1993-04-28 1995-03-07 Eaton Corporation Auxiliary transmission section
US5651292A (en) * 1996-04-30 1997-07-29 Eaton Corporation Splitter shift mechanism and control

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4527447A (en) * 1982-12-06 1985-07-09 Eaton Corporation Automatic mechanical transmission system
US5263379A (en) * 1991-12-14 1993-11-23 Eaton Corporation Automatic range shift arrangement
US5370013A (en) * 1993-05-20 1994-12-06 Eaton Corporation Helically geared compound transmission
DE4411114A1 (de) * 1994-03-30 1995-10-05 Zahnradfabrik Friedrichshafen Getriebe, insbesondere für ein Kraftfahrzeug

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0282726A2 (fr) * 1987-03-19 1988-09-21 Eaton Corporation Transmission mécanique et sa méthode de commande
EP0612642A1 (fr) * 1993-02-25 1994-08-31 ZF FRIEDRICHSHAFEN Aktiengesellschaft Procédé et dispositif de changement de rapport pour boîte de vitesses mécanique comprenant une boîte principale et au moins une boîte auxiliaire
US5394763A (en) * 1993-04-28 1995-03-07 Eaton Corporation Auxiliary transmission section
EP0628749A1 (fr) * 1993-05-20 1994-12-14 Eaton Corporation Transmission composée
US5651292A (en) * 1996-04-30 1997-07-29 Eaton Corporation Splitter shift mechanism and control

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101627229B (zh) * 2007-03-06 2013-03-06 Zf腓德烈斯哈芬股份公司 自动的组合式变速器

Also Published As

Publication number Publication date
WO2002077495A3 (fr) 2004-08-26
DE10115127A1 (de) 2002-10-10
DE10115127B4 (de) 2009-12-03

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